canda



(No Model.)

WITNESSES:

2 Sheets-Sheet 1.

P. E. CAN DA. REFRIGERATOR GAR.

' Patented June26, 1894.

INVENTO/f W W r? A TTORNEYS.

m: NAYIONAL LHNDGRAPHING COMPANY WASHINGTON. D. c,

U ITED STATES.

PATENT (OFFICE...

FERDINAND E. OANDA, or NEW YORK, N. Y.

REFRIGERATOR-CAR.

SPECIFICATIQN' forming part of Letters Patent No. 522,105, dated June26, 1894. pp i filed January 18, 1893. Serial No. 458,805. (No model.)

To all whom, it may concern.-

Be it known that I, FERDINAND E. OANDA, of New York,in the county andState of New York, have invented certain new and useful Improvements inRefrigerator-Cars, of which the following is a full, clear, and exactdescription.

The object of the invention is to provide certain new and usefulimprovements in refrigerator cars, whereby a maximum carryng capacitywith a minimum of dead weight 1s obtained, the insulated condition ismaintained for an indefinite period, and fresh meats, fruits and otherperishable articles may be safely transported for long distances with aneconomical consumption of ice The invention consists of a combination ofcentral and outer braces with insulating linings secured to the saidbraces and adapted to form three independent air-tight chambers,

as will be fully described hereinafter and then pointed out in theclaims.

Reference is to be had to the accompanying drawings, forming a part ofthis specification, in which similar letters of reference indicatecorresponding parts in all the figures.

Figure 1 is a side elevation of the improvement with parts broken outand parts in sec- .tion. Fig. 2 is an enlarged transverse section ofpart of the improvement on the line 22 of Fig.1. Fig. 3 is an enlargedsectional side elevation of a corner angle block. Fig. 4 is a plan viewof the same. Fig. 5 is an enlarged sectional side elevation of a regularangle block. Fig. 6 is a plan view of the same. Fig. 7 is an enlargedtransverse section of the upper part of the car body. Fig. 8 is asectional plan view of a corner of the car body; and Fig. 9 is anenlarged sectional side elevation of part of the improvement.

The weights of various refrigerator cars in service range fromtwenty-five to thirty tons, and they have acapacity of from ten totwelve tons only, which shows that the relation which the load bears tothe dead load is totally out of proportion; that is, the carsare tooheavy for the loads they carry.

Oars, as heretofore constructed, when new or recently made, are allfairly economical in the use of ice, thus indicating, for the time, goodinsulation, and while in this condition,

they fully answer the purpose for which they are designed; but whenthese cars are strained from over-loading, or otherwise lose theircamber or change their normal form, the insulation of such cars isgreatly impaired; the paper forming an important part of the insulationis found to be torn and the other insulating materials are displaced andopening seams are formed for thewarm air to gain access to the interiorof the car and for the cold air from the interior. of the car to escape.It follows that the usefulness of such a car is materially impaired andthat thereafter its consumption of ice will be materially increased,thus rendering the running expenses Very high.

In cars as heretofore constructed but little, if any, attention has beengiven to the proper trussing or framing of the car and ordinarily toomuch reliance for strength has been placed in the lining, insulatingdivisions, and weather boards to aid in carrying the load andmaintaining the form of the car, while the interior framing, if any,consists of but single posts or braces with tie rods such as are used inthe framing of ordinary box cars. In case ordinary box cars receiveshocks their general usefulness is not apparently prejudiced, but theslightest strain or shock on a refrigerator car greatly impairs itsusefulness.

'In refrigerator cars of recent construction no effort has been made toreduce the dead weight of the car above mentioned, by a properdistribution of materials with reference to the strains which may existor in accord with the efficacy of the insulating materials employed, buton the contrary it appears that thick and heavy materials are consideredessential to secure good results in strength and insulation.

With my improvements presently to be described in detail, I overcome theabove-mentioned objections and provide'a car in which I secure a maximumcarrying capacity with a minimum of dead weight, so that the car willindefinitely maintain its insulated con dition for safely transportingits contents for long distances With -an economical consumption of ice.

The car body A is provided with the usual sills B and plates 0 connectedwith each other the angle blocks II and at their upper ends on angleblocks II, the said angle blocks H being arranged vertically above theangle blocks H, the latter being held on the sill B and the former onthe under side of the plate 0. The corresponding angle blocks II and 1-1are secured in place on the sill B and plate 0 by a vertically disposedtruss rod I passing through the sill and plate and secured there to bynuts screwing on the lower and upper ends of the rod, as is plainlyshown in Fig. 1.

he outer braces F, F are arranged in pairs with the correspondingcentral braces passing between the outer braces F and F, the bracesbeing connected with each other at their point of intersection by a boltJ, and the ends of the outer braces F, F being connected with each otherby a bolt J, as is plainly indicated in Figs. 1 and 2. The angle blocksH and H act as footings for the braces, the latter forming compositeposts which render the car very strong and durable.

Each of the regular angle blocks H or H is formed with a V-shaped bottomH adapted to receive, on each side, the beveled end of theangularly-arranged braces F, F or G, see details in Figs. 5and 6.Inorder to separate the outer braces F and the corresponding centralbraces G, I provide the bottom 11 with longitudinally-extending flanges11 on the outside of which fit the outer braces, while between thefianges passes the lower end of the central brace. From the center ofthe angle block extends downward a hub H adapted to engage acorresponding recess formed in the respective sill B or the plate 0, andthrough this hub also passes the vertically disposed truss rod I, as isplainly illustrated in Fig. 2. The V-shaped bottom H is provided on itsunder side with longitudinally extending loops 11 adapted to rest withtheir straight edges on the surface of the respective sill B or plate 0.The angle blocks for the corners of the car are formed with a horizontalextension 11 recessed for the reception of the corner post D, as will bereadily understood by reference to Figs. 1, 3 and 4.. As only one set ofouter braces and central braces extends to such corner angle block, thelatter is provided with a single inclined bottom, as is plainly shown inFigs. 3 and at.

A light lining K of wood is placed between the adjacent surfaces of thefront outer braces F and central braces G, and a like lining" K isarranged between the adjacent faces of the central braces G and theouter main braces F, see Figs. 7 and 8. The linings K and K are coveredon their outer surfaces by an insulating paper L, L respectively.Against the outer faces of the outer braces F I arrange another liningN, of wood, and a similar lining N covers the inner face of the outerbraces F, this lining also forming the inner wall of the car body A. Apaper 0 is arranged on the inner surface of the lining N, and a similarpaper 0 is arranged on the inner surface of the lining N, so that theouter braces F are placed between the papers 0 and L, and the outerbraces F between the papers L and 0. By this arrangement threeindependent air spaces or chambers P, P and P are formed in each side ofthe car, the braces F, F and G extending through the said spaces. Thespaces I, P, P may be filled with any of the well known insulatingmaterials, such as air, felt, woolen rags, granulated cork, etc. Theinner lining N is formed of boards having longitudinally extendinggrooves N which grooves are placed outward when the bolts are put inposition, so as to form, with the paper 0', longitudinally-extending airspaces, at the same time reducing the weight of this lining by havingthe material cutaway to form the grooves N The weather boards Q attachedvertically to the rails R, in the usual manner, are formed with groovesQ, similar to the grooves N which are placed inward to formverticallydisposed air channels extending between the lining N and theweather boards. The inner faces of the weather boards Q are a suitabledistance from the outer face of the lining N, so that a fourth space Pis formed, the said weather boards forming an outer jacket for the carbody, with a free air space, thus facilitating the exit of the heat dueto radiation,

which heat can thus be carried off through the dues in the weatherboards as it ascends, discharging itself near the top of the car into achamber Q located immediately under the inner roof boards S. From thechamber Q ICC extends downward on the outside of the weather boards Q ashort channel Q situated under the facia boards Q, and opening to theoutside to permit the air ascending the grooves Q, to the chamber Q topass out to the outer air. The interior roof boards S are covered by ametallic lining T, so that any leakage of water from the exterior roofVoan pass down said metallic lining to the side of the car to dripthrough a vertically-disposed channel U between the facia boards V and Qto the ground. The exterior roof Vis located a suitable distance abovethe lining T and is supported 011 longitudinal stringers or purlins, V,which rest on the ribs '1", as is plainly shown in Figs. 7 and 9. Eachouter end of the said roof boards V supports downwardly-extending faciaboards V forming the exterior covering of the channel U. Each rib T iscovered by a metallic cap T see Fig. 9, approximately U-shaped in crosssection, and extending over the upturned ends of the metallic lining T,which has its edges embedded in longitudinal recesses formed in thesides of the respective ribs T, as will be readily understood byreference to Fig. 9.

As illustrated in Fig. 2, the floor W of the car is formed with dead airspaces W, and the ceiling WW of the car is likewise formed with dead airspaces W the several partitions being lined with paper on top, as isplainly shown in Fig. 7. The lining boards W for the ceiling are similarin construction to the interior lining N arranged on the sides and ends;that is, they are provided with longitudinally extending grooves formingdead air spaces by being covered with paper, as will be readilyunderstood by reference to Fig. 7.

It will be seen that by the construction referred to I can proportionthe framing of the car to meet the requirements of strength without theuse of unnecessary materials, causing dead Weight; and that the coveringof the car, as well as the materials required for insulation can beexceptionally light, as no reliance whatever is placed on these parts tosupport the load.

A special advantage of the improved car is the arrangement of a centralinsulating chamber inclosed between two outer insulating chambers, eachof the chambers being separate and independent from the others. It willbe observed that the insulating partitions are comparatively light andthe usual practice of furring which considerably increases the weight ofthe car, is avoided.

It will further be seen that by this system of trussing above describedI am enabled to distribute the materials in the various membersaccording to the strains which may occur, and thereby save muchotherwise unnecessary weight.

The braces F F and G respectively constitute a very strong framing forthe car, the function of the outer braces being to receive anddistribute the load throughout the car and carry it from its center andend to the body bolster, while the central braces practically do notreceive or distribute any part of the load but serve in other veryessential points in the framing of a refrigerator car, namely: Theyrepresent an absent load in the car and make it possible for the car toresist shocks in a train which without them would have the effect ofraising the center of the car above its normal position thereby tearingthe insulating paper or displacing the insulating material, and thusimpairing the future service of the car. The central braces also takethe place of furring strips which would otherwise be necessary and inconnection with the outer braces form the required insulating chambersor divisions between i which theinner linings extend the fulllength fromthe end of the car to the door posts,

outer and counter braces, the central brace occupying a space betweenthe two outer braces, and this method I prefer to employ in practice.

Having thus fully described my invention, I claim as new and desire tosecure by Letters Patent- 1. In a refrigerator car, the combination,with the central braces, of insulating linings placed on each sidethereof, and braces arranged outside of each of said insulating 1111-ings, substantially as herein shown and described, whereby a centralindependent insulating chamber is formed between said outer braces, asset forth.

2. In a refrigerator ear, the combination, with the central braces, ofinsulating linings placed on each side thereof, forming an interiorcentral independent insulating chamber, outer braces arranged outside ofsaid insulating linings, and insulating linings secured upon the outersurfaces of said outer braces, substantially as shown and described,whereby the said interior insulating chamber is inclosed between twoexterior insulating chambers, as set forth.

3. In a refrigerator car, the combination of the followinginstrumentalities, namely, a frame consisting of inner and outer braceswith their adjuncts, insulating linings arranged upon the sides of theinner braces, thereby forming an independent central insulating chamberinclosing the central braces, and'insulating linings secured upon theexterior sides of the outer braces, thereby forming two separateindependent exterior insulating chambers which inclose the centralinsulating chamber and also inclose the exterior braces, as herein setforth.

4. Arefrigerator car provided with weather IIO boards havingvertically-disposed grooves forming air channels, the lower ends ofwhich open to the outside and the upper ends into an air chamber formedin the roof, the said chamber being connected by a downward channel withthe outside air, substantially as shown and described.

FERDINAND E. OANDA. Witnesses:

THEO. G. Hosrmz, EDGAR TATE.

